Zero-Emission bus routes (2)

Unmesh Desai: TfL stated in a Freedom of Information request they have recently purchased 20 double deck hydrogen buses and leased them to Metroline for route 7. TfL have been using the same arrangement by directly purchasing 1,000 New Routemasters and leasing them to private operators to use for their routes. Why hasn't TfL made direct purchases of new electric buses and leased them to private operators for their routes, for the purpose of reaching their target of 100% zero-emission bus fleet?

The Mayor: The default position – where the bus operators and lease companies invest in buses meeting London’s requirements – has been demonstrated to be a particularly cost-effective and efficient way to continually upgrade the fleet. This model has enabled the introduction of nearly 600 zero-emission buses comprising many makes and models, with more in the pipeline. There is currently no need for Transport for London (TfL) to make direct purchases and, if there was, this would entail significant capital expenditure which TfL does not have available through its temporary funding deal with Government.
TfL’s previous direct purchases were limited to vehicles designed exclusively for London use such as the New Routemaster (NRM). The bespoke nature of these buses made them highly unlikely to find extended service lives outside of the capital and therefore buying them directly was more economic.
Direct purchase was deemed appropriate in the case of the 20 double-deck hydrogen fuel cell buses being deployed on routes 7 and 245 through the JIVE (Joint Initiative for Hydrogen Vehicles across Europe) project because this involved a much smaller number of vehicles, a unique grant funding arrangement with the European Union and the Office for Low-Emission Vehicles, a technology very much in its infancy where operators were unable to justify taking on the risk of purchase and lease companies unable to offer competitive terms.
Demand for electric buses now extends well beyond London with a significant UK and worldwide market for many makes and models. This means that electric buses are readily available for purchasing or leasing at competitive prices and their use is not limited to London. TfL’s funding position is also now markedly less healthy, making large capital purchases unaffordable for the foreseeable future without external support.

No stone left unturned” to protect Bus Drivers from Covid-19 Risks

Keith Prince: On 18 March (https://www.youtube.com/watch?v=eXRsSBpHzX0&t=9s), I heard the Deputy Mayor for Transport recite a phrase that TfL “left no stone unturned” in its efforts to protect bus drivers from Covid-19 Risks. TfL’s then Director for Buses Claire Mann used the same phrase when TfL announced its evidence-free policy of “Middle-Door Boarding” on 17 April 2020 (cf. https://tfl.gov.uk/info-for/media/press-releases/2020/april/tfl-introduc...).
How can you reconcile TfL officers’ repeated use of “No Stone Unturned” with TfL’s failure (a) to collect bus depot Covid-19 infection rates until October 2020 (cf.FOI-2119-2021), (b) to keep and review copies of Bus Company Covid-19 Depot Risk Assessments (cf. Question 2021/0121) and (c) to keep and review copies of Bus Company Ferry Driver Covid-19 Risk Assessments. (cf. Question 2021/0544)?

The Mayor: I am satisfied Transport for London (TfL) and the bus operators took all reasonable steps to protect bus drivers and critical workers on the network, based around the evolving guidance at the time and better understanding of the pandemic risks.
Infection data was not formally collected by TfL at bus garage level until October last year because there was no widespread access to testing which would have facilitated this. Individual bus companies were, however, monitoring the number of suspected cases amongst their staff and had a good overview of where potentially undiagnosed Covid-19 cases were being observed.
TfL took proactive measures to protect the safety of its bus drivers and passengers by introducing middle-door boarding to ease passenger flow, sealing the driver cabs, reducing passenger capacities as well as using anti-viral cleaning agents. It also successfully introduced arrangements for tracking cases ahead of the second wave from October, when testing was more easily available in the wider community.
TfL does not hold copies of bus operator Covid-19 risk assessments or documents on the bespoke arrangements that operators use for ferrying their drivers to work locations. Private companies, like bus operators, are responsible for following Government guidance and are primarily responsible for the health and wellbeing of their staff at work. This does not detract from the close working and ongoing dialogue between TfL and the bus operators throughout, which ensured a joined-up approach was being taken.

Disciplinary Hearings for Bus Drivers who report they are ill from Covid

Keith Prince: I have been getting reports from bus drivers that they are being forced to report to disciplinary hearings convened by their employers as a result of being absent, with a doctor’s note, with Covid-19. A recent ASLEF report confirms identical actions are being taken against Tube drivers by TfL.
Can you explain the logic behind punishing bus drivers for being ill with a disease that TfL’s own UCL Phase 2 Study showed that – even after adjusting for ethnicity, age and home address – they were twice as likely to contract as the general population?

The Mayor: Transport for London is not aware of instances where disciplinary hearings are being convened as a result of confirmed Covid-19 cases. Most employers, including bus operators have processes for managing staff attendance and capability at work, and apply these to all forms of absence, including those connected to illness. When used in a sensitive and considerate manner, this is an appropriate mechanism and is not the same as a disciplinary process. I do not believe it would be acceptable to undertake disciplinary hearings due to Covid-19 sickness.
In addition, bus drivers across London have the option of being supported by union representatives, who can advocate on their behalf if they believe that they are being treated unfairly.
Separately, during the pandemic, a comprehensive set of safeguards has been introduced to protect drivers such as sealed cab screens, health research and enhanced anti-viral cleaning.

Electric Vehicle Charging

Tony Devenish: Can you explain why inner London boroughs like Tower Hamlets and Newham are not listening to you and leading the charge to expand EV charging across the capital?

The Mayor: While London boroughs are able to engage with electric vehicle (EV) charge point operators directly, Transport for London (TfL) is actively engaging with borough officers to help shape plans for the future roll-out of charging points.
For instance, TfL is working with boroughs to facilitate a more coordinated and consistent approach to installing charge points across London. This includes efforts to establish a pan-London procurement model for EV charging infrastructure to achieve consistency on pricing, maintenance and sharing of usage data, which is invaluable for informing future delivery.
In partnership with boroughs through the Go Ultra Low Cities scheme, TfL has supported the delivery of more than 3,000 residential charging points. TfL has also delivered over 300 Rapid Charging Points to date.
TfL will publish a London EV Infrastructure Strategy later this year and, in parallel, is developing mechanisms to support the efficient delivery of charging infrastructure on GLA Group land.

Changes to Brixton bus stops

Marina Ahmad: Changes to bus stops outside Brixton station mean that passengers wishing to travel towards Tulse Hill and West Norwood face a long walk to their bus stop. I am also informed that there is now only one bus stop that services the above areas, when there used to be two. Was there any analysis of route density when the decision was made to change the bus stops?

The Mayor: Changes to the southbound bus stops on Brixton Road were implemented in May 2020 as part of Transport for London’s (TfL’s) emergency response to the Covid-19 pandemic in order to provide more footway space and enable social distancing.
TfL uses passenger boarding and alighting data to assess the impacts of changes. The data from these bus stops suggested that pavement crowding was likely to be a problem as more people returned to the network whilst social distancing measures were still in place.
TfL therefore temporarily suspended stop P and split stop N services between stops N and Q in order to reduce crowding and provide more footway space. Services towards Tulse Hill along Effra Road continue to serve stops Z and ZA. The change has meant an additional 200 metres walking distance for approximately 120 passengers in the busiest hour (1615 – 1715) on a typical pre-pandemic day. At the time of assessment (May 2020), this number was 13 passengers in the busiest hour.
The scheme to increase footway space is operating on a temporary, experimental basis and following the easing of Covid-19 restrictions, TfL is reviewing its operation and impacts to determine next steps. If TfL believes there is a case for retaining the scheme in the future, there will be a consultation with local people and stakeholders.

Restoration of the Freedom Pass to use before 9.00 am (2)

Caroline Pidgeon: TfL’s website currently states: “We've changedthe hours you can travel with your Older Person's Freedom Pass to reduce crowding on our services and help social distancing.” With social distancing rules now relaxed do these arguments still apply? What steps are being taken to ensure that the long standing practice of people being able to use their Freedom Pass for vital trips, including hospital appointments, is finally restored?

The Mayor: Last year, the Government required the Mayor and Transport for London (TfL) to change the hours of the day when holders of the Older Persons Freedom Pass and 60+ photo card could access free travel on TfL services. The weekday changes were designed to help reduce the risk of crowding and aid social distancing at busy times on the network. Whilst the decision to introduce these restrictions was not taken lightly, they remain in place while TfL monitors public transport use following the 19 July changes to Government’s wider social distancing rules on all public transport networks.
As the pandemic recedes, TfL is now considering whether or not these temporary changes should be retained in the longer term, including taking into account both the impact on older people and the foregone income associated with providing free travel before 9am.
The TfL website has been updated to remove this reference to social distancing.

Restoration of the Freedom Pass to use before 9.00 am (1)

Caroline Pidgeon: The Secretary of State for Transport in his last Transport for London settlement letter, dated 1 June 2021 stated:
“As agreed in the previous Extraordinary Funding and Financing Agreement, if the Mayor and TfL wish Londoners to continue to benefit from travel concessions and/or other benefits above those typically available elsewhere in England (such as free travel for all Londoners aged under 18 and 60-65, excluding statutory entitlements including under the Education Act 1996) then TfL/the Mayor recognise that the costs of these additional benefits will not be met by HMG funding; and commit to meeting the costs of these additional benefits over the Financial Year 2021/22,”
As the funding of the Freedom Pass comes from local authorities and restoration of its use before 9.00am will not incur extra expenditure for TfL, why has TfL and the Department for Transport failed to agree a restoration of its use before 9.00am?

The Mayor: The local authorities only fund Older Person’s Freedom Pass free travel from 9:30 a.m. on weekdays. Any free travel before then has to be funded by Transport for London (TfL).
As the pandemic recedes, TfL is considering whether or not these temporary changes should be retained in the longer term, including taking into account both the impact on older people and the foregone income associated with providing free travel before 9am.You will be aware that Government has asked TfL to conduct a review of revenue raising options as a condition of the most recent TfL funding settlement.
It is worth noting that holders of these cards are still eligible for unlimited free travel on TfL’s services from 9 a.m. on Mondays to Fridays and any time at weekends and bank holidays.

Covid Levels in Depots - Jan - August 2021

Keith Prince: Further to your responses to Questions 2021/1968 and 2021/2360, can you update your response to FOI-2119-2021 and provide me with “Covid-19 bus drivers garage by garage” from January 2021 to August 2021?

The Mayor: The attached document provides an updated garage-by-garage list of drivers who tested positive for COVID-19 from January to August of this year.
Please note that some depots are larger and employ more bus drivers than others, and some depots are located in boroughs where variants are or were spreading more quickly. Both these factors can affect the number of cases from depot to depot.

The Mayor: 3719 - attachment - COVID-19 Positive Tests 01.01.21 to 31.08.21.xlsx

Thames Cable Car

Caroline Pidgeon: Further to your answer to 2020/3257 please provide an update of TfL’s review of future options for the Thames Cable Car, ahead of summer 2022, in line with the end of the initial term for the operating and maintenance contract and the end of the current sponsorship deal.

The Mayor: The Emirates Air Line cable car has attracted a significant rise in passengers so far in 2021/22 and is currently busier than it was in 2019/20. During August, passenger ridership has averaged more than 55,000 per week, with the last week of August being the cable car’s busiest week for more than eight years.
Transport for London (TfL) is committed to maintaining this unique river crossing and is considering exercising an option to extend the existing Operating and Maintenance contract with the current supplier, Mace, for a further two years ahead of summer 2022 when the initial contract would otherwise end. The 10-year sponsorship deal for the cable car also ends in summer 2022 and Emirates has informed TfL of its intention not to extend its sponsorship. TfL has started the process to find a new commercial sponsor.

The Williams-Shapps Rail Review (3)

Elly Baker: Following MQ 2021/1549 can you update me on whether the transfer of the Great Northern Metro services to TfL aligns with the Williams-Shapps Plan? Please also provide details on when the Outline Business Case will be submitted to the DfT and the timeline for any transfer to TfL.

The Mayor: The Williams-Shapps Rail Review does not explicitly mention rail devolution or the transfer of contracting authority of Great Northern Metro services from the Department for Transport (DfT) to Transport for London (TfL).There are also costs associated with such a transfer.However, TfL’s successful track record in managing rail contacts of the type envisaged by the Review is an advantage. Any transfer also depends on whether the DfT and Great British Railways wish to change the current franchise geography or not.Discussions in this area remain at an early stage and TfL expects the implementation of the Review to take at least two years. Due to these uncertainties, TfL is not currently able to provide a timescale for the submission of the Outline Business Case for the Great Northern transfer to the DfT, nor agreed timeline for any transfer to TfL.
TfL will continue to progress activity in this area through its engagement with the DfT, including the critical next step of agreeing a non-disclosure agreement to access relevant commercially sensitive information.

Woolwich ferry

Caroline Pidgeon: In answer to question 2021/1949 you stated Transport for London is aware of the issues caused by the early closures and late openings necessitated by the need to use the layby berth and is currently working on short and long-term solutions for the operational restrictions that this can create for the Woolwich ferry service as a direct result of the prevailing tidal conditions. Please provide an update.

The Mayor: Transport for London (TfL) recently completed the feasibility study for a new South Woolwich layby berth. This will provide access for the Woolwich Ferry throughout all tidal conditions. TfL is also investigating the potential to utilise a currently unused pier as part of the main construction, which will allow it to make use of an existing redundant structure and reduce overall project construction costs.
TfL is planning for this facility to not only provide the Woolwich Ferry service with a critical unrestricted layby berth, but also a potential facility for other river users to bunker green biofuels in the Upper Thames region.
The project is now moving into the final design and funding approval phase. Project delivery will be completed in phases, prioritising Woolwich Ferry requirements, but also ensuring all other potential uses and futureproofing are incorporated into the final design.
As with all TfL activities, its funding after the current agreement with Government ends will be subject to future funding negotiations with the Government.

Taxi & Private Hire Collision Data

Keith Prince: In relation to your answer to question 2021/2849, can the Mayor point to the separation of Taxi & Private Hire collision data in the 2017, 2018, 2019 & 2020 fact sheets?

The Mayor: The Department for Transport’s guidance on the collection and recording of personal injury collision information combines taxis and private hire vehicles as a single category. Transport for London (TfL) adheres to this guidance when reporting on related casualty numbers in London in its end of year factsheets.
TfL has worked with the Metropolitan Police Service to separate out taxi and private hire vehicle recording in personal injury collision information. Collision data showing these separate vehicle types by year to 2020, as reported by the police, are available on TfL’s website and can be found under “Collision data extracts” (with categories of ‘Taxi’ and ‘Private Hire’ as vehicle types) here:https://tfl.gov.uk/corporate/publications-and-reports/road-safety.
This information is contained in the vehicle type table and, by using the unique collision reference, it is possible to link this data with the associated attendant and casualty tables.

Tube noise in Fitzrovia

Anne Clarke: Noise persists on the Victoria Line around Fitzrovia. TfL are now undertaking noise testing in local properties – what is the general trend from these readings? Is noise rising, and if so what is the cause?

The Mayor: Transport for London (TfL) is only aware of one residential noise complaint within the past twelve months in this area. It is important that residents get in touch with the TfL Contact Centre if there are any issues, as this allows TfL to determine any noise ‘hotspots’. Key sites are reviewed on a monthly basis.
According to recent measurements, noise levels have decreased from the southbound track of the Victoria Line and have gradually increased from the northbound track since 2018. In order to address the noise issues, rail grinding was carried out on the northbound track in July 2021. TfL is monitoring the effectiveness of the rail grinding and continues to keep the area under review for further interventions.

Taxi Age Limit

Keith Prince: Can the Mayor provide the number of taxis currently licensed which, having reached their age limit (factoring phased age reduction), will be mandated off the licensed fleet between (a) 1st November 21 and 31st October 22, and (b) 1st November 22 and 31st October 23?

The Mayor: Between 1 November 2021 and 31 October 2022, vehicles that are older than 12 years will be ineligible for licensing. Transport for London’s (TfL) latest figures, from 31 August 2021, show that 1,228 vehicles will be over 12 years of age and will not be eligible for licensing from 1 November 2021.
Between 1 November 2022 and 31 October 2023, vehicles that are older than 11 years of age will be ineligible for licensing. TfL’s latest figures show that 474 licensed vehicles will be 11 years of age and would no longer be eligible for licensing from 1 November 2022 due to taxi age limit requirements.
TfL will write to the owners of affected vehicles in advance of each licensing deadline to advise them of any opportunities they may have to license their vehicle for an extra year by coming in early for inspection, before 1st November.
The phased approach to diesel taxi age limits, alongside support for delicensing and the uptake of Zero Emission Capable taxis, means we are back on track to meet the 2025 legal requirement to reduce NOx emissions from taxis by 65 per cent compared to 2013 levels.
Please see my response to Mayor’s Question 2021/1950, for more information on the significant support package I have made available for drivers.

Gospel Oak-Barking Line Weekend Closures

Joanne McCartney: The Gospel Oak-Barking Line of the London Overground has been closed for a number of weekends over the past couple of months. Is it possible for you to explain these closures? The line has already been upgraded with new rolling stock so the reason for these closures isn’t obvious.

The Mayor: Although Transport for London (TfL) now has a full fleet of new class 710 electric trains on the Barking to Gospel Oak line, there remains a need for Network Rail to maintain the fixed infrastructure to ensure the trains run safely and reliably on the track.
The recent works you note have been a combination of replacing track that was approaching the end of its design life and replacing worn components.
Due to the high intensity of services operated on the line, renewal works can only be carried out through weekend closures or on some occasions, longer closures, for example over the Christmas period or during bank holiday weekends.
Please be assured that TfL works closely with Network Rail to ensure closures are kept to a minimum, with safety being its first priority.

Transport for London Funding

Sem Moema: Please can you provide an update on negotiations between TfL and the Government with regards to delivering a sustainable funding arrangement for London’s public transport?

The Mayor: In the 1 June funding agreement letter, Government committed to working with Transport for London (TfL) on reaching a longer-term financial settlement beyond the period of the current agreement which expires on 11 December 2021.
TfL worked through the implications of the funding agreement as part of its revised budget which was presented to the TfL Board on 28 July. This sets out how TfL can become financially sustainable by April 2023.
Meeting the conditions of the June funding letter is an important step towards securing a longer-term funding arrangement. Discussions on a long-term plan are ongoing with Government, and TfL has been working hard to deliver all the conditions in the last funding agreement. TfL will have a better understanding of the Government’s position following the Autumn Spending Review and continues to work with them to secure a longer-term funding solution.

Backlogs in structure examinations in Network Rail regions

Siân Berry: The 2020 Office of Road and Rail (ORR)annual health and safety report said that there are structure examinations backlogs in most Network Rail regions. Have these backlogs in examinations presented any risk to services with London, including those operated by Transport for London (TfL)?

The Mayor: Transport for London (TfL) networks interface with Network Rail assets in three circumstances:
In Category 1, Network Rail would notify the TfL operator of any restriction on the route as a result of safety concerns regarding the assets. No such notification has been received as a result of the inspection backlog. TfL would be in the same position as any other train operator and would not carry out any inspections of these assets unless they also fell within category 2 or 3 below.
In Category 2, the TfL network concerned would also carry out its own inspections as part of its normal inspection programme. These have not identified any shortcomings in Network Rail’s inspection regime.
In Category 3, the TfL network concerned would carry out inspections of its own portion of the asset. These have also not identified any shortcomings in Network Rail’s inspection regime.

Taxi & Private Hire Licence Fees

Keith Prince: In relation to your answer to question 2021/2848, will the Mayor confirm that no Taxi & Private Hire licence fees will be used to finance ‘non’ Taxi & Private Hire compliance operations?

The Mayor: All income received by Transport for London (TfL) from taxi and private hire (TPH) licence fees is spent on the delivery of TPH licensing and compliance activities.
More information on the income received and expenditure incurred by TfL in connection with TPH licensing and compliance activities is provided annually in a financial summary, which can be found here: https://tfl.gov.uk/info-for/taxis-and-private-hire/licensing/licensing-information.
Please see my response to Mayor’s Question 2021/0526 for more information on the 2019/20 TPH Financial Summary.

Mask use (2)

Leonie Cooper: Since the Mayor implemented the new condition of carriage, how many people
have been stopped from using TfL services when they refuse to wear a mask?


have been fined for not wearing a mask?

The Mayor: The requirement for customers to wear face coverings under Transport for London’s (TfL’s) conditions of carriage has been supported by extensive customer information and messaging across the TfL network, as well as an extensive marketing campaign. TfL’s Enforcement Officers are also supporting this through a combination of education, engagement and enforcement: educating and encouraging non-exempt passengers to protect the health of others and comply with the mandatory requirement.
Customers cannot be fined or prosecuted for failing to comply with TfL’s conditions of carriage. This is why I have asked the Government to reintroduce the relevant national face covering regulations to mandate the wearing of face coverings on public transport or to work with TfL and my office on further alternative options, such as amending TfL’s byelaw powers, to enable TfL to more robustly enforce the wearing of face coverings on the TfL network and maintain public confidence in London’s transport services.
Between Monday 19 July 2021 and Wednesday 9 September 2021, 221 people were prevented from boarding a TfL service or entering a TfL station and 53 were directed to leave a TfL service or station. No fixed penalty notices have been issued in this time. The issuing of fixed penalty notices has not been possible since 19 July 2021, when the national face covering regulations were revoked.

Mask use (1)

Leonie Cooper: How many masks have been handed out in
Wandsworth and


Merton
to commuters using TfL services since the start of the pandemic?

The Mayor: Face coverings became mandatory on enclosed Transport for London (TfL) stations and services on 15 June 2020 when the Government introduced new legislation. Enforcement started on 4 July, following a three week period of engagement.
Following the Government’s confirmation that Step 4 easing of lockdown restrictions would go ahead, I asked TfL to keep the requirement to wear face coverings on public transport as a condition of carriage on all TfL services, which are contractual conditions between passengers and TfL.
Frontline transport staff continue to remind customers of the rules and are supported by TfL enforcement officers, and those of operators. Often customers have a mask with them but have simply forgotten to put it on and do so when asked. If they have forgotten one, TfL officers continue to provide face coverings for them to wear on TfL services and in stations. However, the number of masks provided at each station is not recorded.

WiFi services on the London Underground

Elly Baker: Vodaphone are no longer continuing their WiFi services on the London Underground. What effect, if any, will this have on WiFi provision across the network?

The Mayor: The underlying Wi-Fi technology is unchanged and remains available to all network operators. Vodafone have decided to withdraw from the service for commercial reasons, meaning their customers will not be able to access the Wi-Fi service on the London Underground, unless they can access the service through an alternate subscription such as a Virgin Media account or a WiFi Pass. Transport for London is committed to improving connectivity for London Underground customers.4G mobile coverage is already available on the eastern half of the Jubilee line and will be expanded in phases to ticket halls, platforms and tunnels on the Tube network over the next three years, with all stations and tunnels due to have mobile coverage by the end of 2024.

Crime and Safety on the Docklands Light Railway (DLR) (2)

Caroline Pidgeon: Concerns have been raised about the level of criminal activity on DLR services, as well as around DLR stations, partly due to the lack of staff present at stations. Considering this, how are you working with the British Transport Police (BTP) and others to ensure the DLR is as safe as possible?

The Mayor: The Docklands Light Railway is a low-crime environment, with very few customers experiencing or witnessing crime. Theft of passenger property is the highest volume crime. I recognise, however, that fear of crime or perceptions of unsafety also affect Londoners traveling.
Transport for London (TfL), with the operator KeolisAmey Docklands (KAD), works closely with the British Transport Police (BTP) to deal with crime and antisocial behaviour issues, and also provide reassurance to customers as they return to the network. TfL, KAD and the BTP use a variety of intelligence-led tactics to keep customers safe, including high-visibility policing and enforcement operations and patrols, CCTV, and communication campaigns based on data and analysis from crime reports, staff reports, and customer feedback. Performance is reviewed on a regular basis and lessons learnt.
Please let me know if there are particular locations you or your constituents are concerned about and TfL will look into this.

The Williams-Shapps Rail Review (1)

Elly Baker: What discussions, if any, have you held regarding the implementation of the Williams-Shapps Rail Review in London?

The Mayor: Transport for London (TfL) has made initial contact with the Department for Transport’s transition team that is managing the implementation of the Williams-Shapps Rail Review. TfL will work closely with them over the coming months to ensure that London’s transport network benefits from the opportunities presented by the Review. This process is expected to take some time; the Government has not given specific timescales for implementing the Review. TfL expects the legislation required to deliver the objectives of the Review to take at least two years to draft and implement. TfL welcomes the opportunity to contribute to and influence the new strategic partnership for London and the South East that is proposed on page 42 of the Review.

The Safer Junctions programme

Alison Moore: Following MQ 2019/20939 can you update me on the delivery of the 33 safer junctions?

The Mayor: My Vision Zero Action Plan, published in 2018, committed to completing improvements at 33 further Safer Junctions locations by 2023 - in addition to the 20 completed at the time the Action Plan was published (this would bring the total to 53). The pandemic has forced us to pause some aspects of the Healthy Streets programme while Transport for London (TfL) focused on rapidly installing temporary walking and cycling schemes. TfL now expects to achieve this target in 2024.
To date, TfL has completed a total of 43 junctions, with Camden Road / Camden Street the latest to be finished, and construction due to start in October at Battersea Bridge/Cheyne Walk.

Elephant & Castle Station

Keith Prince: When will the new Elephant & Castle Station be completed and when do TfL expect work on the new building to commence?

The Mayor: The new Elephant and Castle station will be constructed as part of a new mixed-use development on the former site of the Elephant and Castle Shopping Centre. While funding has been agreed for the construction of a new subterranean station box and tunnels to connect this to the existing Northern Line platforms, funding for the fit out and opening of the station will be subject to Transport for London’s (TfL’s) longer term funding position.
The developer has commenced demolition works, and its construction programme for the development and station box is expected to start later this year once its planning consent process is completed and a development (interface) agreement is in place with TfL.

Letters received opposing the Silvertown Road Tunnel

Siân Berry: How many letters have you received since January 2019 from a) councillors or council leaders and, b) constituency or ward party groupings, opposing the Silvertown Road Tunnel project? Please report results as total numbers, broken down by the political parties they represent.

The Mayor: In total, we have processed 12 such letters opposing the Silvertown Road Tunnel, all from the Labour Party.